Archive for the ‘Honda CBX’ tag

If four cylinders were good, Honda rationalized prior to the 1978 introduction of its 1,047cc CBX superbike, then six cylinders would be even better. Though not the first imported six-banger two-wheeler to hit the market (that honor would go to the Benelli 750 Sei, launched in 1972), the CBX was, perhaps, the most dramatic, with its plus-size engine giving the bike the frontal area of an apartment building. As a sportbike, the CBX lagged behind its smaller four-cylinder brother, the CB900F, in both sales and handling, so for 1981 Honda added a fairing and hard bags and positioned the CBX-B model as a sport-tourer.

This 1981 Honda CBX-B, for sale on Hemmings.com, shows just over 5,100 miles on the odometer, and looks as if it just rolled off a Reagan-era dealer’s showroom floor. Recently awakened after a 30-year climate-controlled slumber, the seller states that the bike has received new tires, a new chain, new gaskets, new fork seals, a new clutch, new brake pads, new fluids and other needed servicing, which means it should be ready for the rapidly-approaching riding season. From the seller’s description:

1981 Honda CBX 1000, which was the first of the last two years that the bike was significantly upgraded to the best sport tourer of its day. The bike is 99%+ and has 5,100 original miles. The paint and chrome look brand new. The bike was bought new in FL and ridden until November 1985 by the original owner, then put into indoor air controlled storage. It was put away with about 4,600 miles and now has 5,100 miles. The bike has just been reawakened having over $4k invested. Unlike many of these collector bikes, this one is in perfect running condition. 1050cc, inline six with six carbs, twin cam. First bike ever made with pro-link suspension, SS vented twin brake calipers and first with 4 pots in the calipers. Electronic ignition, air suspension, even rebound rear shock adjustment with a simple knob. The body work is still amazing. Work done is below: 1) New tires, new chain, new fork seals, all new engine and carb gaskets, new EBC clutch plates, synthetic oil, etc. 2) Engine dropped and valve shims were adjusted (5 needed adjustment). The carberators were removed, cleaned, new jets and reinstalled with new gaskets and synchronized. It starts and runs great. 3) New Ferado brake pads replaced the OEM pads all around and the brakes were bled with new brake fluid. These modern pads are much better and quiet too. 4) Of course, the bike was detailed and looks new. The air suspension is tight and the bike runs perfectly with VP-SEF gas which has no ethanol and is 94 octane. This is a very unique opportunity to own this like new CBX.

The schism regarding turbocharged motorcycles is clear. One side maintains that adding the weight and complexity of a turbocharger to a motorcycle is the worst idea ever. Others believe the combination of Eighties motorcycle technology, TURBO spelled out in sci-fi typefaces, and an unpredictable power curve is the greatest idea ever. This heretofore unseen combination of an inline six-cylinder Honda CBX and period-correct aftermarket turbo system trumps both arguments, without possibility of challenge from either side.

The original owner of the CBX installed the turbo system and lengthened the swingarm onto the CBX, drag racing up to the point where things at 10 pounds of boost got too hairy for comfort. The CBX was parked until resurrected as shown. Current owner and rider Joe Mintrone rolled this beast to the first Hemmings Cruise-In of 2011. While there is as yet no turbocharged inline six-cylinder Japanese motorcycle award, we thank Joe for showing up with this turbocharged time machine.

Honda CBX devotees are planning to hold their annual rally in Bennington, Vermont.

Back in the late 1970s, the big street bike scene was really exploding. Years before the “Big Four” Japanese manufacturers would be accused of all building the same lackluster machine and slapping a different tank emblem on it, they were looking for new and exciting ways to build power and luxury into their motorcycles. What was a manufacturer to do to stay in this competitive arms race, when he’d pushed the displacement of a four-cylinder engine to its logical limits?

Simple: Build a six. Both Honda and Kawasaki took their cues from Benelli’s 750 Sei, and hung massive transverse six-cylinder engines from their frames, with six chromed exhaust headers leading the way.

Kawasaki’s Z1300 was the bad boy, but Honda’s 1000cc CBX set a tone of elegance. Available originally in naked Super Sport style, the later CBX-B from 1981 would be revamped as one of the early “sport-tourers,” with a sporty fairing, hard luggage, and the revolutionary Pro-Link monoshock.

CBX devotees are becoming more prevalent, and a bunch of them will be descending on our fair city in July. The International CBX Owners Association will be holding a week-long Vermont National Rally here in Bennington, Vermont, the week of July 16 to 22, 2007. For more information, visit the Rally forum.

(This post originally appeared in the April 19, 2007, issue of the Hemmings eWeekly Newsletter.)